Gas turbine engine attachment structure and method therefor

ABSTRACT

An attachment structure for a gas turbine engine includes a frame that has a first annular case. A second annular case extends around the frame. The first annular case and the second annular case include a plurality of interlocks. Each of the interlocks includes a first member mounted on one of the first annular case or the second annular case and a corresponding second member mounted on the other of the first annular case or the second case. The first member is received in the second member such that the plurality of interlocks restricts relative circumferential and axial movement between the first annular case and the second annular case.

BACKGROUND

A gas turbine engine typically includes a compressor section, acombustor section and a turbine section. Air entering the compressorsection is compressed and delivered into the combustion section where itis mixed with fuel and ignited to generate a high-speed exhaust gasflow. The high-speed exhaust gas flow expands through the turbinesection to drive the compressor. Gas turbine engines installed onaircraft can include a fan section driven by the turbine section toprovide thrust. Ground-based industrial gas turbine engines typicallydrive a generator through a shaft.

The turbine section includes turbine vanes that orient the gas flow inan axial direction. The vanes can be provided in an annular vane packthat is installed in the engine. The vane pack can be secured to anouter static engine structure such that aerodynamic loads on the vanestransfer to the static engine structure.

SUMMARY

An attachment structure for a gas turbine engine according to anexemplary aspect of the present disclosure includes a frame that has afirst annular case and a second annular case which extends around theframe. The first annular case and the second annular case include aplurality of interlocks. Each of the plurality of interlocks include afirst member mounted on one of the first annular case or the secondannular case and a corresponding second member mounted on the other ofthe first annular case or the second annular case. The first member isreceived in the second member such that the plurality of interlocksrestrict relative circumferential and axial movement between the firstannular case and the second annular case.

In a further non-limiting embodiment of any of the foregoing examples,the plurality of interlocks permits relative radial movement between thefirst annular case and the second annular case.

In a further non-limiting embodiment of any of the foregoing examples,the first member is a wedge and the second member is a receiver having acomplementary opening for the wedge.

In a further non-limiting embodiment of any of the foregoing examples,the wedge is tapered.

In a further non-limiting embodiment of any of the foregoing examples,the wedge includes opposed interface surfaces contacting the receiver,and the interface surfaces are oriented at an angle of 90°+/−25° to eachother.

In a further non-limiting embodiment of any of the foregoing examples,the first member includes a ceramic material.

In a further non-limiting embodiment of any of the foregoing examples,the ceramic material includes a fiber-reinforced ceramic-matrixcomposite.

In a further non-limiting embodiment of any of the foregoing examples,the fiber-reinforced ceramic matrix composite is a multi-layerstructure.

A further non-limiting embodiment of any of the foregoing examples,includes a wear resistance coating between the first member and thesecond member.

In a further non-limiting embodiment of any of the foregoing examples,frame includes an inner annular case spaced radially inwardly from thefirst annular case and a plurality of vanes extending between the innercase and the first annular case.

In a further non-limiting embodiment of any of the foregoing examples,there are a number N1 of the plurality of vanes and a number N2 of theplurality of interlocks, and a ratio of N1:N2 is 1:1.

A turbine engine according to an exemplary aspect of the presentdisclosure includes optionally, a fan, a compressor section, a combustorin fluid communication with the compressor section, and a turbinesection in fluid communication with the combustor. The turbine sectionincludes an attachment structure that has a frame, and a first annularcase and a second annular case that extend around the frame. The firstannular case and the second annular case include a plurality ofinterlocks. Each of the plurality of interlocks includes a first membermounted on one of the first annular case or the second annular case anda corresponding second member mounted on the other of the first annularcase or the second annular case. The first member is received in thesecond member such that the plurality of interlocks restricts relativecircumferential and axial movement between the first annular case andthe second annular case.

A method of assembling an attachment structure of a gas turbine engineaccording to an exemplary aspect of the present disclosure includesproviding a frame that has a first annular case and providing a secondannular case which extends around the frame. The first annular case andthe second annular case include a plurality of interlocks. Each of theplurality of interlocks include a first member mounted on one of thefirst annular case or the second annular case and a corresponding secondmember mounts on the other of the first annular case or the secondannular case. The first member is inserted in the second member suchthat the plurality of interlocks restricts relative circumferential andaxial movement between the first annular case and the second annularcase.

In a further non-limiting embodiment of any of the foregoing examples,the plurality of interlocks permits relative radial movement between thefirst annular case and the second annular case.

A further non-limiting embodiment of any of the foregoing examplesincludes, prior to the insertion and with the first annular case and thesecond annular case coaxially oriented, moving the frame in a firstaxial direction with the first member and the second membercircumferentially misaligned.

A further non-limiting embodiment of any of the foregoing examplesincludes rotating the frame such that the first member circumferentiallyaligns with the second member.

A further non-limiting embodiment of any of the foregoing examplesincludes moving the frame in a second axial direction opposite of thefirst axial direction to wedge the first member in the second member.

BRIEF DESCRIPTION OF THE DRAWINGS

The various features and advantages of the present disclosure willbecome apparent to those skilled in the art from the following detaileddescription. The drawings that accompany the detailed description can bebriefly described as follows.

FIG. 1 illustrates an example gas turbine engine.

FIG. 2A illustrates an example mid-turbine frame structure for use in agas turbine engine.

FIG. 2B illustrates a sectioned view from FIG. 2A.

FIG. 2C illustrates a radial, top-down view of a portion from FIG. 2A.

FIG. 2D illustrates a sectioned view of FIG. 2C.

FIG. 3 illustrates a detailed view of a portion of FIG. 1.

FIG. 4 illustrates an example interlock.

FIG. 5 illustrates another example interlock.

FIG. 6 illustrates another example interlock having a rectangular shape.

FIG. 7 illustrates a partially assembled view.

FIG. 8 illustrates an assembly of an interlock.

DETAILED DESCRIPTION

FIG. 1 schematically illustrates a gas turbine engine 20. The gasturbine engine 20 is disclosed herein as a two-spool turbofan thatgenerally incorporates a fan section 22, a compressor section 24, acombustor section 26 and a turbine section 28. Alternative engines mightinclude an augmentor section (not shown) among other systems orfeatures. The fan section 22 drives air along a bypass flowpath whilethe compressor section 24 drives air along a core flowpath forcompression and communication into the combustor section 26 thenexpansion through the turbine section 28. Although depicted as aturbofan gas turbine engine in the disclosed non-limiting embodiment, itis to be understood that the examples herein are not limited to use withturbofans and can be applied to other types of turbine engines,including three-spool architectures and ground-based engines.

The engine 20 generally includes a first spool 30 and a second spool 32mounted for rotation about an engine central axis A relative to anengine static structure 36 via several bearing systems 38. It should beunderstood that various bearing systems 38 at various locations mayalternatively or additionally be provided.

The first spool 30 generally includes a first shaft 40 thatinterconnects a fan 42, a first compressor 44 and a first turbine 46.The first shaft 40 is connected to the fan 42 through a gear assembly ofa fan drive gear system 48 to drive the fan 42 at a lower speed than thefirst spool 30. The second spool 32 includes a second shaft 50 thatinterconnects a second compressor 52 and second turbine 54. The firstspool 30 runs at a relatively lower pressure than the second spool 32.It is to be understood that “low pressure” and “high pressure” orvariations thereof as used herein are relative terms indicating that thehigh pressure is greater than the low pressure. An annular combustor 56is arranged between the second compressor 52 and the second turbine 54.The first shaft 40 and the second shaft 50 are concentric and rotate viabearing systems 38 about the engine central axis A which is collinearwith their longitudinal axes.

The core airflow is compressed by the first compressor 44 then thesecond compressor 52, mixed and burned with fuel in the annularcombustor 56, then expanded over the second turbine 54 and first turbine46. The first turbine 46 and the second turbine 54 rotationally drive,respectively, the first spool 30 and the second spool 32 in response tothe expansion.

The engine 20 is a high-bypass geared aircraft engine that has a bypassratio that is greater than about six (6), with an example embodimentbeing greater than ten (10), the gear assembly of the fan drive gearsystem 48 is an epicyclic gear train, such as a planetary gear system orother gear system, with a gear reduction ratio of greater than about2.3:1 and the first turbine 46 has a pressure ratio that is greater thanabout five (5). The first turbine 46 pressure ratio is pressure measuredprior to inlet of first turbine 46 as related to the pressure at theoutlet of the first turbine 46 prior to an exhaust nozzle. The firstturbine 46 has a maximum rotor diameter and the fan 42 has a fandiameter such that a ratio of the maximum rotor diameter divided by thefan diameter is less than 0.6. It should be understood, however, thatthe above parameters are only exemplary.

A significant amount of thrust is provided by the bypass flow due to thehigh bypass ratio. The fan section 22 of the engine 20 is designed for aparticular flight condition—typically cruise at about 0.8 Mach and about35,000 feet. The flight condition of 0.8 Mach and 35,000 ft, with theengine at its best fuel consumption—also known as “bucket cruise ThrustSpecific Fuel Consumption (“TSFC”)”—is the industry standard parameterof lbm of fuel being burned divided by lbf of thrust the engine producesat that minimum point. “Low fan pressure ratio” is the pressure ratioacross the fan blade alone, without a Fan Exit Guide Vane (“FEGV”)system. The low fan pressure ratio as disclosed herein according to onenon-limiting embodiment is less than about 1.45. “Low corrected fan tipspeed” is the actual fan tip speed in ft/sec divided by an industrystandard temperature correction of [(Tram° R)/(518.7° R)]^(0.5). The“Low corrected fan tip speed” as disclosed herein according to onenon-limiting embodiment is less than about 1150 ft/second.

The engine 20 also includes a mid-turbine frame structure 60 (hereafter“frame 60”) having a plurality of airfoil vanes 62 (one shown). Theframe 60 is located axially between the second turbine 54 and the firstturbine 46. As can be appreciated, the vanes 62 orient core gas flowthrough the turbine section 28 in an axial direction. Aerodynamic loadson the vanes 62 are transferred to a static engine case 64 through aconnection (not shown) between the frame 60 and the case 64.

In operation of the engine 20, the vanes 62 and the frame 60 are exposedto the relatively high temperatures of the core flowpath gas from thecombustor 56, while the case 64, which is outside of the core flowpath,is substantially cooler. As a result of the different exposuretemperatures of the frame 60 and the case 64, there can be a thermalgrowth mismatch that can cause thermally-induced stresses between theframe 60 and the case 64. The thermally-induced stresses can be furtherexacerbated if the frame 60 is made from composite materials such thatthere is a mismatch in the coefficients of thermal expansion between thecomposite materials and the material of the case 64, which is typicallya metallic alloy. In this regard, as will be described in more detailbelow, a connection attachment structure, such as a wedge connectionattachment, is provided between the frame 60 and the case 64 to restrictrelative axial and circumferential movement between the frame 60 and thecase 64, while permitting radial movement that can occur from thethermal mismatch.

Referring to FIG. 2A, the frame 60 includes an outer annular case 66, aninner annular case 68 and the vanes 62 that extend between the outerannular case 66 and the inner annular case 68. In this example, aplurality of first members 70 are mounted on the outer annular case 66,each with a corresponding second member 82 (FIG. 4) that is mounted onthe case 64 (FIG. 3). The first members 70 and the second members 82 canbe mounted by being integrally formed with the respective outer annularcase 66 and case 64, or attached by bonding, for example. The firstmembers 70 and the second members 82 constitute a plurality ofinterlocks 72 (FIG. 4) that secure the frame 60 and the case 64together. In a further example, the engine 20 includes a number N1 ofthe interlocks 72 and the frame 60 includes a number N2 of the vanes 62such that there is a ratio, N1:N2, of 1:1, for facilitating loadtransfer from each of the vanes 62 to the case 64. In other examples,other ratios could be used.

Referring also to FIGS. 2B, 2C, and 2D, the first member 70 in thisexample is a wedge 74. As shown in the radial, top-down view of FIG. 2C,the wedge 74 in this example generally has a truncated, tapered shapewith opposed interface surfaces 76 a/76 b that serve as bearingsurfaces. In one example, the interface surfaces 76A/76B are orientedsuch that each forms a half angle a with a central axis through thewedge 74. In this example, the interface surfaces 76 a/76 b formapproximately 45° half angles a with the central axis such that theinterface surfaces 76 a/76 b are oriented at 90°+/−25° relative to eachother.

The first member 70 can be made of any of a variety of differentmaterials, such as metallic materials, ceramic materials and compositematerials, including ceramic, polymeric or metallic composites. In oneexample, as shown in FIG. 2D, the first member 70 includes a multi-layerfiber-reinforced ceramic matrix composite 78. The multi-layerfiber-reinforced ceramic matrix composite 78 is an overlay around a corestructure 80 of the first member 70. For instance, the core structure 80can be a ceramic matrix composite material, stacked fiber-reinforcedplies, a solid material with resin that completely fills any spaces or acombination of resin material and chopped fibers to fill the space. In afurther example, the core structure 80 has the same composition as theceramic matrix of the multi-layer fiber-reinforced ceramic matrixcomposite 78. The loading on the first members 70 facilitates the use ofcomposites. For example, in the illustrated design, the first members 70are in a shear stress state, rather than bending stress state. Themulti-layer fiber-reinforced composite can be designed to handle theexpected shear stress, whereas a bending stress state would driveinter-laminar tension and potential delamination of the layers.

FIG. 3 shows the frame 60 in a fully installed position in the case 64.As shown, the case 64 includes the second member 82, which is also shownin FIG. 4. Alternatively, although the examples show the first members70 mounted on the outer annular case 66 of the frame 60 and the secondmembers 82 mounted on the case 64, the design can be switched such thatthe first members 70 are mounted on the case 64 and the second members82 are mounted on the outer annular case 66 of the frame 60.

The second member 82 is a receiver that has a complimentary opening 84for the wedge 74. The complementary opening 84 has a triangular shape toaccommodate the truncated, tapered shape of the wedge 74. Wheninstalled, the first member 70 of the frame 60 is received into theopening 84 of the second member 82 such that the interlock 72 restrictsrelative movement between the frame 60 and the case 64 in acircumferential direction C and an axial direction A1 (parallel toengine central axis A). In this example, the first member 70 of theframe 60 is wedged into the opening 84 of the second member 82. Theinterface surfaces 76 a/76 b contact the second member 82. Thus,aerodynamic loads on the vanes 62 are transferred through the interfacesurfaces 76 a/76 b of the first members 70 and into the second members82, and ultimately into the case 64. The size of the first members 70and interface surfaces 76 a/76 b can be tailored according to expectedaerodynamic loads.

FIG. 5 shows another example interlock 172. In this disclosure, likereference numbers designate like elements where appropriate andreference numerals with the addition of one-hundred or multiples thereofdesignate modified elements that are understood to incorporate the samefeatures and benefits of the corresponding elements. In this example,the wedge 74 of the first member 70 is received into a second member182. There is a wear resistance coating 186 between the first member 70and the second member 182. In this example, the wear resistance coating186 is applied on the second member 182, although it is to be understoodthat the wear resistance coating 186 could alternatively be on theinterface surfaces 76 a/76 b of the first member 70. In one example, thewear resistance coating 186 is harder than the material of the secondmember 182, and can also be harder than the material of the first member70. For example, the wear resistance coating is a metal or metallicalloy, polymer, ceramic, composite or a combination thereof.

FIG. 6 shows another example interlock 272 having a different shape thanthe interlock 72 or 172. In this example, the first member 270 has agenerally rectangular cross-section rather than the tapered profile ofthe wedge 74. Likewise, the complimentary opening 284 of the secondmember 282 has a rectangular shape to receive the wedge 274. As can beappreciated, other complimentary shapes for the first member 270 and theopening 284 of the second member 282 can alternatively be used torestrict relative movement in the axial direction A1 and thecircumferential direction C.

Referring also to FIGS. 7 and 8, with continued reference to FIG. 3, theframe 60 can be assembled using a clocking technique. For example, asshown in FIG. 8, the first members 70 are initially circumferentiallymisaligned with the second members 82. The frame 60 is then movedaxially along direction A2 such that the first member 70 moves axiallypast the second member 82 (as also shown in FIG. 7). The frame 60 isthen rotated circumferentially along circumferential direction C suchthat the first member 70 circumferentially aligns with the second member82. The frame 60 is then moved along axial direction A1 such that thefirst member 70 is received into the second member 82, as shown in FIGS.3 and 4 (and in phantom in FIG. 7).

The receiving, and in some instances wedging, between the first member70 and the second member 82 restricts relative movement in the axialdirection A1 and the circumferential direction C. However, there is norigid interlocking in a radial direction and relative radial movementthere between, such as from thermal mismatch, is unrestricted.Additionally, the interlocks 72 are relatively compact and“low-profile,” which allows packaging between the outer annular case 66and the case 64. Also, the configuration of the interlocks 72 does notrequire the use a wrench for installation/removal and thus a wrenchclearance is not needed between the outer annular case 66 and the case64. Furthermore, the installation of the frame 60 into the case 64 canbe conducted as an initial or original manufacture of the engine 20, oras a step in a repair or maintenance procedure on the engine 20.

Although a combination of features is shown in the illustrated examples,not all of them need to be combined to realize the benefits of variousembodiments of this disclosure. In other words, a system designedaccording to an embodiment of this disclosure will not necessarilyinclude all of the features shown in any one of the Figures or all ofthe portions schematically shown in the Figures. Moreover, selectedfeatures of one example embodiment may be combined with selectedfeatures of other example embodiments.

The preceding description is exemplary rather than limiting in nature.Variations and modifications to the disclosed examples may becomeapparent to those skilled in the art that do not necessarily depart fromthe essence of this disclosure. The scope of legal protection given tothis disclosure can only be determined by studying the following claims.

What is claimed is:
 1. An attachment structure for a gas turbine engine,comprising: a frame including a first annular case; and a second annularcase extending around the frame, the first annular case and the secondannular case including a plurality of interlocks, each of the pluralityof interlocks including a first member mounted on one of the firstannular case or the second annular case and a corresponding secondmember mounted on the other of the first annular case or the secondannular case, the first member being received in the second member suchthat the plurality of interlocks restrict relative circumferential andaxial movement between the first annular case and the second annularcase.
 2. The attachment structure as recited in claim 1, wherein theplurality of interlocks permits relative radial movement between thefirst annular case and the second annular case.
 3. The attachmentstructure as recited in claim 1, wherein the first member is a wedge andthe second member is a receiver having a complementary opening for thewedge.
 4. The attachment structure as recited in claim 3, wherein thewedge is tapered.
 5. The attachment structure as recited in claim 4,wherein the wedge includes opposed interface surfaces contacting thereceiver, and the interface surfaces are oriented at an angle of90°+/−25° to each other.
 6. The attachment structure as recited in claim1, wherein the first member includes a ceramic material.
 7. Theattachment structure as recited in claim 6, wherein the ceramic materialincludes a fiber-reinforced ceramic-matrix composite.
 8. The attachmentstructure as recited in claim 7, wherein the fiber-reinforced ceramicmatrix composite is a multi-layer structure.
 9. The attachment structureas recited in claim 1, further comprising a wear resistance coatingbetween the first member and the second member.
 10. The attachmentstructure as recited in claim 1, wherein the frame includes an innerannular case spaced radially inwardly from the first annular case and aplurality of vanes extending between the inner case and the firstannular case.
 11. The attachment structure as recited in claim 10,wherein there are a number N1 of the plurality of vanes and a number N2of the plurality of interlocks, and a ratio of N1:N2 is 1:1.
 12. Aturbine engine comprising: optionally, a fan; a compressor section; acombustor in fluid communication with the compressor section; and aturbine section in fluid communication with the combustor, the turbinesection including an attachment structure comprising: a frame includinga first annular case, and a second annular case extending around theframe, the first annular case and the second annular case including aplurality of interlocks, each of the plurality of interlocks including afirst member mounted on one of the first annular case or the secondannular case and a corresponding second member mounted on the other ofthe first annular case or the second annular case, the first memberbeing received in the second member such that the plurality ofinterlocks restrict relative circumferential and axial movement betweenthe first annular case and the second annular case.
 13. A method ofassembling an attachment structure of a gas turbine engine, the methodcomprising: providing a frame including a first annular case; providinga second annular case extending around the frame, the first annular caseand the second annular case including a plurality of interlocks, each ofthe plurality of interlocks including a first member mounted on one ofthe first annular case or the second annular case and a correspondingsecond member mounted on the other of the first annular case or thesecond annular case; and inserting the first member in the second membersuch that the plurality of interlocks restricts relative circumferentialand axial movement between the first annular case and the second annularcase.
 14. The method as recited in claim 13, wherein the plurality ofinterlocks permits relative radial movement between the first annularcase and the second annular case.
 15. The method as recited in claim 13,further including, prior to the inserting and with the first annularcase and the second annular case coaxially oriented, moving the frame ina first axial direction with the first member and the second membercircumferentially misaligned.
 16. The method as recited in claim 15,further including rotating the frame such that the first membercircumferentially aligns with the second member.
 17. The method asrecited in claim 16, further including moving the frame in a secondaxial direction opposite of the first axial direction to wedge the firstmember in the second member.